Abstract: A limited slip differential system in the drive train of a motor vehicle with continuous all-wheel drive is provided with a direct through drive acted on by an intermediate planetary transmission and an engageable braking device. The transmission ratio between the planetary transmission and the braking device is substantially higher than the transmission ratio for the direct through drive. This keeps the required braking moment small and allows the use of a relatively small braking device.

Abstract: A control system for an intermediate differential in a four-wheel drive vehicle, the intermediate differential being provided with a lock mechanism which is operated under control of an actuator to selectively maintain the intermediate differential in a locked condition or an unlocked condition.

Abstract: The transfer case comprises differential gearing in the form of a single planetary gear set having an annulus, a first set of planet gears in engagement with the annulus, a second set of planet gears in engagement with corresponding planet gears of the first set and a sun gear in engagement with the planet gears of the second set. The input torque supplied by a transmission output member is applied to the annulus so that substantially any portion of the torque can be applied to the sun gear by appropriate sizing of the sun gear with respect to the size of the annulus.

Abstract: In all-wheel drives having a clutch (12) automatically form-locking upon speed or torque uniformity, the driver can keep them engaged or disengaged as desired, for instance, during the actuation of the service brake (13) or during special uses, or when moving in reverse, and thereby automatic disengagement is prevented and the action of the motor brake over all wheels (10,11) can concomitantly be ensured. The adjusting device (14) used therefor can be directly designed as a shaft brake and directly assembled with the clutch (12) so that a twofold use is achieved and the brake (13) of the vehicle is protected (FIG. 1).

Abstract: A power transmission for a four-wheel drive vehicle includes a change-speed gearing mounted within a transmission casing, and an intermediate differential unit assembled within the transmission casing and drivingly connected to an output shaft of the change-speed gearing to be applied with a driving torque through the change-speed gearing for transmitting the driving torque to a first drive shaft for front-wheel drive and to a second drive shaft for rear-wheel drive.

Abstract: An automatic differential locking system for a working vehicle having steerable front and rear wheels, which includes a selector for selecting a steering mode of the vehicle, an actuator for operating a differential locking mechanism, and a gate for sending a control signal to the actuator in response to a signal received from the selector. The gate is adapted to send a differential locking signal to the actuator upon receipt of a parallel steering mode signal from the selector. In response to the differential locking signal the actuator actuates the differential locking mechanism. Since differential revolutions of the wheels are limited at times of parallel steering, the vehicle is capable of accurate course revisions and alterations without slipping.

Abstract: A four-wheel drive system has a center differential between front and rear wheels, and means for restraining or locking the center differential. The four-wheel drive system is equipped with an automatic control system for automatically locking the center differential when a coefficient of friction between a road surface and a tire of at least one wheel is equal to or lower than a predetermined value. The coefficient of friction is determined by sensing a steering angle, a vehicle speed, a normal load and a steering force, or by sensing an ambient temperature and a humidity. The control system may be arranged to lock the center differential only when the vehicle speed is equal to or lower than a predetermined speed.

Abstract: The present invention relates to a transaxle mechanism for use in a four-wheel drive system of an automotive vehicle. The four-wheel vehicle drive system includes a central differential gear assembly, a front-wheel differential gear assembly, a ring gear and a bevel gear. The central differential gear assembly includes: a toothed wheel which engages with a transmission output gear of a power transmission gear unit; a central differential case fixed to the toothed wheel; a central pinion cross shaft fixed to the central differential case; central differential bevel pinions mounted rotatably on the central pinion cross shaft and central side bevel gears engaging with the central differential bevel pinion.

Abstract: A power transfer device for four-wheel drive in combination with a power transmission comprises a transfer casing detachably secured at one side thereof to the transmission casing, first and second inner casings respectively assembled within the transmission and transfer casings in a coaxial relationship, a first ring gear integral with the first inner casing and in mesh with an output gear of the transmission, a second ring gear integral with the second inner casing and drivingly connected to rear-wheel axles, a first differential gear unit for front-wheel drive assembled within the first inner casing, a second differential gear unit assembled within the second inner casing and drivingly connected to the first inner casing and to the first differential gear unit, and a locking mechanism for locking the second differential gear unit.

Abstract: A four-wheel drive automotive vehicle comprises an engine having a crank shaft extending in a transverse direction of a vehicle body, a transmission having a speed change mechanism between an input shaft and an output shaft arranged so as to extend in a transverse direction of the vehicle body within a transaxle case, a final reduction gear arranged substantially in a coaxial relationship to either a front shaft or a rear shaft within the transaxle case and driven by the output shaft of the transmission, a differential device for front and rear wheels, having a pair of side gears arranged substantially in a coaxial relationship to either the front shaft or the rear shaft and at least two pinion gears driven by the final reduction gear and provided within the housing connected to the transaxle case, the pinion gears engaging the side gears, a differential device for either the front shaft or the rear shaft having at least two pinion gears connected to one of the pair of side gears of the differential device fo

Abstract: A drive for vehicles, especially a four-wheel drive for motor vehicles, with an engine installed transversely to the vehicle longitudinal axis whose output shaft is arranged axially parallelly to the input and output shafts of a change-speed transmission. An auxiliary power-divider gear having an intermediate differential gear is connected with the transmission output shaft; the transmission axis of the power-divider gear coincides with a vehicle axis, whereby the intermediate differential gear and the axle differential gear are adapted to be locked up by a clutch. The power-divider gear is constructed as spur gear-planetary gear transmission with an externally toothed planet gear carrier. The latter is operatively connected with a spur gear arranged on an axially parallelly arranged output shaft of the transmission. For the purpose of a power-divided axle drive, the planet gears of the transmission are in driving connection with a ring gear and a sun gear.

Abstract: A power transfer device for a four-wheel drive vehicle comprises a first differential including a differential case arranged to be applied with drive torque from a transmission, a pinion gear rotatably mounted within the differential case, and a pair of side gears rotatably mounted within the differential case and in mesh with the pinion gear; a pair of output shafts connected to the side gears respectively for driving the front and rear road wheels; a second differential including a differential carrier formed to contain the differential case therein, a carrier rotatably mounted within the differential carrier and connected with the differential case for rotation therewith about a common axis, a sun gear integral with one of the side gears, a planetary gear rotatably supported by the carrier and in mesh with the sun gear, a ring gear integral with the inner wall of the differential carrier and in mesh with the planetary gear, the carrier being drivingly connected to an output shaft of the transmission; and a

Abstract: A driving gear for all-wheel-drive vehicles, comprises a transmission provided with a plurality of shafts parallel with an axis of a vehicle. An interaxle differential gear has an axis parallel with the shafts in the transmission and adapted to output the driving force from the transmission in a divided manner. An interwheel differential gear is provided concentrically with the interaxle differential gear and adapted to apply one output therefrom in a divided manner to right and left wheels which are closer to the transmission. A bevel gear train is interposed between a driving shaft and the interaxle differential gear. The driving shaft is provided so as to cross the axes of the two differential gears at right angles thereto and apply the other output from the interaxle differential gear to right and left wheels which are more distant from the transmission. Finally, a housing is provided in which all the parts are held.

Abstract: A transmission for agricultural tractors in which a front wheel speed increasing transmission part (12) is disposed forwardly of a main transmission part (8). An input shaft (13) and an output shaft (15) of the speed increasing transmission part (12) are arranged coaxial with a front wheel drive output shaft (14a) of the main transmission part (8).

Abstract: A four-wheel drive system has a center differential between front and rear wheels, and means of restraining or locking the center differential. The four-wheel drive system is equipped with a control system for automatically unlocking the center differential when the steering angle becomes equal to or larger than a predetermined angle. The control system may further have a vehicle speed sensor. In this case, the control system unlocks the center differential only when the vehicle speed is equal to or lower than a predetermined speed.

Abstract: A four-wheel drive system of a vehicle has a center differential between front wheels and rear wheels, and means for restraining or locking the center differential. The four-wheel drive system is combined with a control system for automatically locking the center differential when the difference between an average rotational speed of the right and left front wheels and an average rotational speed of the right and left rear wheels becomes equal to or larger than a predetermined value.

Abstract: A four-wheel drive automobile has a driving system which includes a transversely oriented engine unit, a transmission having input and output shafts which extend transversely of the car body, an inter-axle differential gear mechanism, front and rear inter-wheel differential gear mechanisms, and a differential gear lock mechanism. The inter-axle differential gear mechanism, the front inter-wheel differential gear mechanism and the differential gear lock mechanism are arranged coaxially with one another. The differential gear lock mechanism is provided in a part of said inter-axle differential gear mechanism which is positioned at a side of the front differential gear mechanism so that the front differential gear mechanism is located between inter-axle differential gear mechanism and the differential gear lock mechanism.

Abstract: A four-wheel drive system has a center differential between front and rear wheels, and differential restraining or locking means for restraining or locking the center differential. The four-wheel drive system is equipped with an automatic control system for automatically locking the center differential in accordance with the deceleration of the vehicle. The control system may have means for determining a coefficient of friction between the tire and road surface in order to lock the center differential at a low vehicle deceleration when the sensed coefficient of friction is low.

Abstract: The transmission device comprises at least two differentials the first of which has two output semi-shafts each of which drives a driving wheel of a first axle of the vehicle. The transmission device includes a second differential interposed between the first differential 1 and one of the wheels of the vehicle, the input element 17 of the second differential 12 being driven by the corresponding output semi-shaft 11 of the first differential 1 and its output elements 21, 23, 24 driving, on one hand, said one of the wheels and, on the other hand, a transmission shaft 32 which is connected to a second axle of the vehicle. The first differential is of the epicyclic gear train type which divides the driving torque applied to its input element in an unequal manner between its output elements.

Abstract: A four wheel drive system has two overrunning clutch drive assemblies drivably connected to each of the front axle shafts. The rear axle shafts are driven from a standard or limited slip differential. The front axle shafts in a forward drive condition with no slippage are driven at a slower speed than the speed of the rear axle shafts. Therefore, under normal conditions, power is transmitted to the rear wheels of the vehicle and the one way clutch is overdriven by the front axle shafts. The speed at which the front axle shafts are driven is in the range three to four percent less than the speed at which the rear wheel axle shafts are driven. The one-way clutch assembly permits differential drive to the front axle shafts in a turn or when slippage occurs. The front axle shafts transmit drive only when the speed difference between the front and rear axles is overcome.

Abstract: A four-wheel vehicle drive system comprising an engine having an output shaft in a lateral direction of the vehicle, a power transmission gear unit including input and output shafts in lateral directions of the vehicle, a final reduction gear rotatable about an axis parallel with the transmission input and output shafts and adapted to be driven by the transmission output shaft, a main transaxle casing having enclosed therein the transmission gear unit and final reduction gear, an auxiliary transaxle casing secured to the main transaxle casing, a central differential gear assembly enclosed within the main transaxle casing and including a differential gear housing rotatable with the final reduction gear and two output members enclosed within the differential gear housing and rotatable at different speeds, a first wheel drive gear unit enclosed within the auxiliary transaxle casing and comprising a differential gear assembly connected to a one pair of road wheels and including an input member rotatable with one

Abstract: A four-wheel-drive system for a vehicle, comprising a power unit having an output shaft in a lateral direction of the vehicle, a power transmission gear unit having input and output shafts parallel with the output shaft of the power unit, a speed reduction gear to be driven by the transmission output shaft, two final reduction gear units one of which is arranged for driving the front road wheels and the other of which is arranged to drive the rear road wheels of the vehicle, and a planetary gear assembly including a sun gear connected to one of the final reduction gear units, a ring gear connected to the other of the final reduction gear, and a pinion carrier connected to the speed reduction gear, the planetary gear assembly being capable of providing a differential action between the sun and ring gears thereof.

Abstract: A vehicle drive system for a wheeled vehicle, comprising a power unit having an output shaft extending in a lateral direction of the vehicle, a power transmission gear unit including transmission input and output shafts each extending in a lateral direction of the vehicle; and a power distribution gear unit comprising a front-wheel and rear-wheel differential gear assembly operative to split into two components the driving power carried to the power distribution shaft, one of the power components being transmitted through a final reduction gear assembly and a wheel drive differential gear assembly to, for example, front road wheels, the other of the driving power components being transmitted to, for example, rear road wheels by way of a right-angle power transfer gear assembly including a driven gear having an axis of rotation in a fore-and-aft direction of the vehicle. The drive system may further comprise a lock-up clutch mechanism and/or a low-and-high speed shifting clutch mechanism.

Abstract: A four-wheel-drive system for a vehicle, comprising a power unit having an output shaft in a lateral direction of the vehicle, a power transmission gear unit having input and output shafts parallel with the output shaft of the power unit, a speed reduction gear to be driven by the transmission output shaft, two final reduction gear units one of which is arranged for driving the front road wheels and the other of which is arranged to drive the rear road wheels of the vehicle, a series combination of two planetary gear assemblies one of which is capable of selectively producing two different gear ratios for low-speed and high-speed vehicle driving and the other of which is operatively connected between the two final reduction gear units so as to be capable of providing a differential gear action therebetween, and a low-and-high speed shifting clutch mechanism intervening between the speed reduction gear and the former planetary gear assembly.

Abstract: A control (51, 151) for automatically effecting a lock-out of an interaxle differential (14) of a wheeled vehicle (10). The control is arranged to sense a deflection of one of the axles (22) of the wheeled vehicle utilizing a springy beam (24, 124) mounting for transmitting a sensible signal through interconnecting structure (36, 136, 38, 50) from the deflectable beam to the lock-out lever (37) of the interaxle differential (14). In one form, the beam is made to be springy by being provided with a tapered end portion (32) connected through the linkage (36) and in another form, the beam connection to the linkage (136) is through a leaf spring (152). A stop (155) may be provided for limiting the deflection of the axle being sensed.

Abstract: An automatic four-wheel drive transfer case according to this invention comprises a differential gear connected to the output shaft of a transmission, said differential gear having first and second side gears and a casing, a clutch arranged coaxially with the output shaft for releasably engaging the casing of the differential gear with the side gears thereof, the first side gear being connected with a rearwheel drive output shaft which is arranged on the extension of the output shaft of the transmission, the second side gear being connected with an intermediate shaft arranged coaxially with the output shaft of the transmission, a selective gearing for selectively engaging the second side gear with a front-wheel drive output shaft to change over between two-wheel drive and four-wheel drive, and a clutch control which receives a signal indicating the position of the selective gearing and signals representing the revolution speed of the front-wheel drive output shaft and/or the rear-wheel drive output shaft so a

Abstract: An automatic coupling or torque transfer device for connecting an input shaft to an output shaft, comprising a double free-wheel system, each of the elementary free wheels functioning for one rotational direction. Cocking of the free wheels is accomplished by means of the control of the rotational direction. The main application is to the transmission of an automotive vehicle.